Application of Deflection Bowl Parameters for Assessing Different - - PowerPoint PPT Presentation

Application of Deflection Bowl Parameters for Assessing Different Structures of Road Pavement

Bagus Hario SETIADJI Diponegoro University

The 4th International Conference on Rehabilitation & Maintenance in Civil Engineering (ICRMCE), Solo Baru, 11-12 July 2018

Layout

• Introduction
• Deflection bowl parameters
• Research methodology
• Results and Discussion
• Conclusions

Introduction

• At present, highway agencies have been encouraged to use

more non-destructive testing (NDT) methods to evaluate the structural conditions of pavement.

• Two established NDT methods so far, seismic method (SASW

method) and deflection method (using backcalculation program) need specialist with in-depth knowledge about materials and also information about layer thicknesses.

• These could prevent a wider acceptance of the NDT method.

Introduction

• In 1987, Horak introduced the use of deflection bowl

parameters, as an alternative evaluation of the structures of the road pavement.

• The use of these parameters is quite simple and does not

require the layer thicknesses.

• The use of this parameter will not produce detailed results,

but only an indication of the structural conditions of a pavement, and this is sufficient for field evaluation of structural damage of road pavement.

Objectives

• To evaluate the usefulness of the parameters at present

when the pavement structure may have fewer or more number of layers compared to the number of layers at the time the method is developed (i.e. 4 layers)

• To evaluate whether the use of sensors within the parameters

is completely thickness-free.

Deflection Bowl Parameters

• Horak and Emery (2006) suggested four deflection bowl

parameters that have correlations with the condition of certain pavement structural layer.

Parameters Which layer?

• Max. deflection (D0)

All layers, 70% contributed by subgrade Base layer index (BLI) = D0 – D300 Base layer Middle layer index (MLI) = D300 – D600 Subbase layer Lower layer index (LLI) = D600 – D900 Subgrade

Deflection Bowl Parameters

• The use of parameters to indicate behaviour state for flexible

pavement with granular base

Deflection Bowl Parameters (mm) Behaviour State D0 BLI = D0 – D300 MLI = D300 – D600 LLI = D600 – D900 < 0.3 < 0.08 < 0.05 < 0.04 Very Stiff 0.3 – 0.5 0.08 – 0.25 0.05 – 0.15 0.04 – 0.08 Stiff 0.5 – 0.75 0.25 – 0.50 0.15 – 0.20 0.08 – 0.10 Flexible > 0.75 > 0.50 > 0.20 > 0.10 Very Flexible

Deflection Bowl Parameters

• The use of parameters to indicate condition of the pavement

structure with different base layer materials

Type of Base Deflection Bowl Parameters (mm) Structural condition rating D0 BLI = D0 – D300 MLI = D300 – D600 LLI = D600 – D900 Granular base < 0.50 < 0.20 < 0.10 < 0.05 Sound 0.50 – 0.75 0.20 – 0.40 0.10 – 0.20 0.05 – 0.10 Warning > 0.75 > 0.40 > 0.20 > 0.10 Severe Asphaltic treated base < 0.40 < 0.20 < 0.10 < 0.05 Sound 0.40 – 0.60 0.20 – 0.40 0.10 – 0.15 0.05 – 0.08 Warning > 0.60 > 0.40 > 0.15 > 0.08 Severe

The criteria should be used with caution and adjustments might be required if different material behavior is encountered.

Research Methodology

• Evaluation of existing deflection bowl parameters on

different structures of road segments. – the possibility to use the parameters on different structures of the segments. – the possibility to use different sensors on the parameters.

• Proposed recommendation for improving the usefulness of

deflection bowl parameters.

Research Methodology

• Different pavement structures used in this study and all data

were extracted from Long-term Pavement Performance (LTPP) database.

Road segments

• No. of layers/

total thickness Layer details A 3 / 7.5 in. Subgrade (infinite), unbound granular base (3 in.), AC layer (4.5 in.) B 3 / 11.9 in. Subgrade (204 in.), unbound granular base (9.6 in.), AC layer (2.3 in.) C 4 / 24.3 in. Subgrade (infinite), unbound granular base (16.2 in.), AC layer (6.6 in.), AC layer (1.5 in.) D 4 / 31.5 in. Subgrade (132 in.), unbound granular base (18.4 in.), AC layer (11.7 in.), AC layer (1.4 in.) E 5 / 16 in. Subgrade (infinite), unbound granular subbase (4.7 in.), unbound granular suubase (5.3 in.), bound treated base (5.0 in.), AC layer (1.0 in.) F 5 / 28.3 in. Subgrade (infinite), unbound granular subbase (19.5 in.), bound treated base (4.6 in.), AC layer (2.7 in.), AC layer (1.5 in.)

Results and Discussions:

Behavior states of road segments with different structures

• This figure is very

useful to indicate the elastic response of the layers.

• A strict range of

behavior states could complicate the evaluation of the structure.

• From the figure, it

seems that the road segments have shown inconsistency in terms of behavior states due to some factors.

Results and Discussions:

Structural condition of a granular-base pavement structure

• Two segments

show different conditions: segment D is in good condition, while segment A shows different condition along the segment.

• Parameters D0, BLI

and MLI have similar trends, while LLI trend may lead a misinterpretation. This is due to the segment does not have subbase layer.

Results and Discussions:

Structural condition of a asphalt-treated base pavement structure

• Parameters D0, BLI

and LLI have similar

• trends. The warning

condition of MLI (segment E) due to imprecise selection

• f the sensors or

improper determination of rating criteria.

Results and Discussions:

Evaluation on the use of parameters on different structures

• It is recommended to simplify the parameters into only 3

parameters (D0, MLI and LLI). The first and last parameters are very important to indicate the sufficiency capability of the structures to reduce susceptibility to cracking and rutting.

• MLI is very important to indicate:

– the condition of middle layers in providing sufficient support to the surface layer; – whether the middle layer is affected in case of damage to the surface layer or subgrade.

Results and Discussions:

Effect of different sensors usage on deflection bowl parameters

r

D

Base and subbase layer Subgrade Surface Sensor 7

P 

a

Mr is considered valid if r > ae

Results and Discussions:

Effect of different sensors usage on deflection bowl parameters

Road segment Pavement thickness (in.) /no. of layers

• Min. outer sensor offset for subgrade

measurement (in./mm) A 7.5 / 3 18 / 457 B 11.9 / 3 18 / 457 C 24.3 / 4 36 / 914 D 31.5 / 4 60 / 1524 E 16 /5 24 / 610 F 28.3 / 5 36 / 914

• From the table, for road segments with many layers (i.e. C, E

an F), it is not possible to use LLI equation: LLI = D600 – D900

• To measure subgrade support, it requires outermost sensors,

therefore, the following LLI equation is recommended: LLI = D914 – D1524

Results and Discussions:

Effect of different sensors usage on deflection bowl parameters

• For middle layer, it is proposed to use the following equation:

MLI = D305 – D457

• This is because:

– these sensors (at r = 305 mm and 457 mm) are located at a considerable distance from the load center P; – both sensors can cover the response of the base or subbase layers of a three-layer pavement structure

Conclusions

• The sensor offsets used in the parameters should be in

accordance with those used by the falling-weight deflectometer (FWD) device.

• A simplification of the parameters to only 3 parameters (D0,

MLI, LLI) was proposed for the sake of ease in practice.

• Reformulation of MLI and LLI were required by taking into

account the accuracy of the subgrade modulus determination and the possibility to evaluate pavement structures with a layer number less than four

End of Presentation.

THANK YOU.